Reverse trike suspension and drivetrain improvements

ABSTRACT

A drivetrain system for a reverse trike configured to transmit power from the motor to the rear wheel includes a first and a second drive chain being the only two drive chains utilized. A jackshaft has at one end a first universal joint connected to a first jackshaft sprocket and at an opposite end has a second universal joint connected to a second jackshaft sprocket. The first drive chain is connected between the motor output sprocket and the first jackshaft sprocket. The second drive chain is connected between the second jackshaft sprocket and the rear wheel drive sprocket. The first jackshaft sprocket is rotatably attached to the frame and configured to be movable away from and towards the motor output sprocket. The second jackshaft sprocket is rotatably attached to the frame and configured to be movable away from and towards the rear wheel drive sprocket.

CROSS-REFERENCE TO RELATED APPLICATIONS

This non-provisional application claims priority to provisionalapplication 62/928,264 filed on Oct. 30, 2019, the entire contents ofwhich is fully incorporated herein with this reference.

DESCRIPTION Field of the Invention

The present invention generally relates to motor vehicles for thetransportation of people. More particularly, the present inventionrelates to improvements to reverse trike vehicles in regards to thesuspension and drivetrain.

Background of the Invention

The inventor of this present application previously obtained U.S. Pat.Nos. 7,588,110 and 8,061,465, the entire contents of which are fullyincorporated herein with these references. This invention is directed tofurther improvements of the suspension and drivetrain for such similarvehicles as previously taught.

SUMMARY OF THE INVENTION

In one embodiment of the present invention a three-wheeled vehicle 10comprises: a frame 12 configured for supporting a driver and a pluralityof mechanical devices, wherein the frame is defined as having a frontportion 14, a rear portion 16, a vertical cross plane 18, a rightportion 20, a left portion 22, and a vertical center plane 24, whereinthe front portion is opposite the rear portion and is generally dividedby the vertical cross plane, and wherein the right portion is oppositethe left portion and is generally divided by the vertical center plane;a pair of steerable front wheels 26 rotatably affixed to the framepositioned at opposite sides of the front portion generally equallyseparated by the vertical center plane, and wherein the pair ofsteerable front wheels rotate in both a pair of rolling axes 28 and apair of turning axes 30, wherein the pair of rolling axes allow the pairof steerable front wheels to roll upon a surface 32 wherein the surfaceis substantially perpendicular to both the vertical center plane and thevertical cross plane, wherein the pair of rolling axes are substantiallyparallel with the surface, and wherein the pair of turning axes aresubstantially parallel to both the vertical center plane and thevertical cross plane, wherein the driver is configured to changedirection of the pair of steerable front wheels relative to theorientation of the frame about the pair of turning axes through a driversteering input; a single rear wheel 34 rotatably affixed to the framegenerally centered along the vertical center plane and positioned aboutthe rear portion behind the vertical cross plane, wherein the rear wheelrotates in a rear rolling axis 36 wherein the rear rolling axis issubstantially parallel to the vertical cross plane and substantiallyperpendicular to the vertical center plane, such that the rear wheel canroll upon the surface, wherein the rear wheel is connected to a rearwheel drive sprocket 130; a motor 38 affixed to the frame generallycentered along the vertical center plane, the motor having a motoroutput sprocket 111; a driver seat 40 affixed to the frame disposedafter the motor and ahead of the rear wheel; and a drivetrain system 110configured to transmit power from the motor to the rear wheel, thedrivetrain system comprising: a first drive chain C4; a second drivechain C5; a jackshaft 112 having at one end a first universal joint 118connected to a first jackshaft sprocket 120 and at an opposite endhaving a second universal joint 122 connected to a second jackshaftsprocket 124; wherein the first drive chain is connected between themotor output sprocket 111 and the first jackshaft sprocket 120; whereinthe second drive chain is connected between the second jackshaftsprocket 124 and the rear wheel drive sprocket 130; wherein the firstjackshaft sprocket is rotatably attached to the frame and configured tobe movable away from and towards the motor output sprocket; wherein thesecond jackshaft sprocket is rotatably attached to the frame andconfigured to be movable away from and towards the rear wheel drivesprocket; and wherein the first drive chain C4 and the second drivechain C5 are the only drive chains in the drivetrain system.

In other exemplary embodiments the jackshaft 112 may include a splinedconnection having a male spline portion 114 translatable within a femalespline portion 116 along a jackshaft axis 113.

In other exemplary embodiments the rear wheel may be rotatably attachedto frame by a lower control arm 134 and an upper control arm 132.

In other exemplary embodiments a rear wheel jackshaft 112 may connectthe rear wheel to the rear wheel drive sprocket, wherein the rear wheeljackshaft has at one end a rear wheel first universal joint 118connected to the rear wheel and at an opposite end has a rear wheelsecond universal joint 122 connected to the rear wheel drive sprocket.

In other exemplary embodiments the rear wheel jackshaft 112 may includea rear wheel splined connection having a rear wheel male spline portion114 translatable within a rear wheel female spline portion 116 along arear wheel jackshaft axis 113.

In other exemplary embodiments a spring and shock 106 may bemechanically connected between one of the lower or upper control armsand the frame.

In other exemplary embodiments a pushrod 136 may mechanically connectthe lower control arm to the spring and shock.

In other exemplary embodiments a lever arm 162 may be pivotablyconnected to the frame about a pivot axis 164, wherein a distal end 165of the lever arm is connected to one end of the upper control arm andanother end of the upper control arm is pivotably connected to a rearwheel spindle 168.

In other exemplary embodiments a rod 160 may be mechanically connectedto the lever arm about the pivot axis and mechanically connected atanother end to a front suspension of the three-wheeled vehicle.

In another embodiment of the present invention a three-wheeled vehicle10 comprises: a frame 12 configured for supporting a driver and aplurality of mechanical devices, wherein the frame is defined as havinga front portion 14, a rear portion 16, a vertical cross plane 18, aright portion 20, a left portion 22, and a vertical center plane 24,wherein the front portion is opposite the rear portion and is generallydivided by the vertical cross plane, and wherein the right portion isopposite the left portion and is generally divided by the verticalcenter plane; a pair of steerable front wheels 26 rotatably affixed tothe frame positioned at opposite sides of the front portion generallyequally separated by the vertical center plane, and wherein the pair ofsteerable front wheels rotate in both a pair of rolling axes 28 and apair of turning axes 30, wherein the pair of rolling axes allow the pairof steerable front wheels to roll upon a surface 32 wherein the surfaceis substantially perpendicular to both the vertical center plane and thevertical cross plane, wherein the pair of rolling axes are substantiallyparallel with the surface, and wherein the pair of turning axes aresubstantially parallel to both the vertical center plane and thevertical cross plane, wherein the driver is configured to changedirection of the pair of steerable front wheels relative to theorientation of the frame about the pair of turning axes through a driversteering input; a single rear wheel 34 rotatably attached to a rearwheel spindle 168 which is attached to the frame by a lower control arm134 and an upper control arm 132, wherein the rear wheel is centeredalong the vertical center plane and positioned about the rear portionbehind the vertical cross plane, wherein the rear wheel rotates in arear rolling axis 36 wherein the rear rolling axis is substantiallyparallel to the vertical cross plane and substantially perpendicular tothe vertical center plane, such that the rear wheel can roll upon thesurface, wherein the rear wheel is connected to a rear wheel drivesprocket 130; a motor 38 affixed to the frame generally centered alongthe vertical center plane, the motor having a motor output sprocket 111;a drivetrain system 110 configured to transmit power from the motor tothe rear wheel, the drivetrain system comprising: a first drive chainC4; a second drive chain C5; a jackshaft 112 having at one end a firstuniversal joint 118 connected to a first jackshaft sprocket 120 and atan opposite end having a second universal joint 122 connected to asecond jackshaft sprocket 124; wherein the first drive chain isconnected between the motor output sprocket 111 and the first jackshaftsprocket 120; wherein the second drive chain is connected between thesecond jackshaft sprocket 124 and the rear wheel drive sprocket 130;wherein the first jackshaft sprocket is rotatably attached to the frameand configured to be movable away from and towards the motor outputsprocket; wherein the second jackshaft sprocket is rotatably attached tothe frame and configured to be movable away from and towards the rearwheel drive sprocket; wherein the first drive chain C4 and the seconddrive chain C5 are the only drive chains in the drivetrain system; and arear wheel jackshaft 112 connecting the rear wheel to the rear wheeldrive sprocket, wherein the rear wheel jackshaft has at one end a rearwheel first universal joint 118 connected to the rear wheel and at anopposite end has a rear wheel second universal joint 122 connected tothe rear wheel drive sprocket.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a simplified side view of the reverse trike previously taughtby the inventor;

FIG. 2 is a simplified side view of an embodiment of the presentinvention now showing a novel drivetrain system utilizing just two drivechains connected by a novel jackshaft and a double control armsuspension for the rear tire;

FIG. 3 is a simplified top view of the structure of FIG. 2 with theframe removed;

FIG. 4 is an enlarged and simplified top view of a jackshaft assemblyused in FIG. 2 taken from section 4-4 from FIG. 3;

FIG. 5 is a simplified front or rear view of a front suspension systemutilized in FIG. 2;

FIG. 6 is a simplified rear view of the rear suspension system utilizedin FIG. 2;

FIG. 7 is a simplified rear view of another embodiment of the frontsuspension setup that could be added to the embodiment of FIG. 2;

FIG. 8 is a simplified rear view of the rear suspension setup utilizedin FIG. 7, now showing how the upper control arm can move dependent uponthe front suspension;

FIG. 9 is a simplified side view showing a novel embodiment of an activeaerodynamic air brake system; and

FIG. 10 is a simplified top view showing an embodiment of an activeaerodynamic cornering assist system.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Again, the inventor of this present application previously obtained U.S.Pat. Nos. 7,588,110 and 8,061,465, the entire contents of which arefully incorporated herein with these references. Therefore, the inventorwill use reference numerals consistent with said referenced applicationsand continue on with this new teaching with new reference numerals whereappropriate.

It is understood by those skilled in the art that when the inventorsteach that the pair of rolling axes are “substantially parallel with thesurface” and the pair of turning axes are “substantially parallel toboth the vertical center plane and the vertical cross plane” that thisincludes and does not preclude the small allowance and deviationsgenerally accepted for suspension setup being that of changes in toe,caster, camber and the like as this teaching is understood not to beabsolute in terms of its claim interpretation.

FIG. 1 is a highly simplified side view of a prior art reverse trike 10similar to that taught in the '110 and '465 patents. There are two fronttires 26 and one rear tire 34 that is centered along the centerline ofthe vehicle. There is a motor (electric or an internal combustionengine) 38 and a chain drivetrain system 100. The chain drivetrainconsists of three chains: C1, C2 and C3. Chain one C1 is the first chainthat goes between the engine and down to a first end of a jackshaft J1.The jackshaft can be slid forwards and backwards along arrow T2 toadjust chain tension between chains C1 and C2. Then, chain two C2 isalso attached to the jackshaft J1 at a second end of the jackshaft andextends back to a double sprocket J2 that is centered about the swingarmpivot. Double sprocket J2 cannot be slid forwards or backwards. Doublesprocket J2 is also a jackshaft in that it transfers power from onechain to a second chain, albeit in a very small space. As can be seen,there is a vehicle frame 12 and a swingarm 102 that pivots at theswingarm pivot 104. Chain three C3 starts from the double sprocket J2 atthe swingarm pivot 104 and goes back to a chain drive sprocket 130 thatthen rotates the rear tire for propulsion. Chain three C3 can betensioned by movement along arrows T3. This is a very simpleexplanation, but those skilled in the art can appreciate how the threechain drivetrain system operates based on this teaching and that foundin the '110 and '465 patents.

There are two main problems with the design shown in FIG. 1. First,because there are three chains, the overall drivetrain system is hard toproperly tension, as moving one chain usually interferes with anotherchain. Chain three C3 can be easily tensioned at T3 by moving the entirerear tire backwards as the double sprocket about the swingarm pivot isfixed in place. The jackshaft J1 connecting chains one and two can moveforwards and backwards to create the tension movement T2. Finally, theentire engine 16 can either be moved or pivoted to create the tensionmovement T1. As can be appreciated upon further inspection, the movementT1 and T2 are in conflict, as movement of one affects the other.Therefore, proper tensioning over time can be very difficult and hard toproperly achieve when the chains start to have increased play resultingin unwanted noise and driving displeasure. Furthermore, chain one C1ends up being very short and displays a higher than wanted temperaturewhich can lead to premature chain failure. The higher temperature is dueto the chain one C1 not having enough time to cool down in the cool airsuch as would a longer chain.

The second problem with this drivetrain design is achieving a propercontact patch with the rear tire 14. As can be seen, the rear swingarm102 pivots about the swingarm pivot 104 and uses a shock/springcombination 106 to absorb driving shocks and bumps. Using a swingarm formotorcycles is extremely common as every motorcycle that has a rearsuspension uses such a swingarm design in some form. Therefore, whenreverse trikes are being made, all known reverse trikes utilizeswingarms as well.

For example, the Polaris Slingshot® is currently manufactured and uses aswingarm design. The CanAm Spyder® is currently manufactured and uses aswingarm design. The Vanderhall® company currently manufactures avariety of reverse trikes where all designs use a swingarm design. TheCampagna T-Rex® is currently manufactured and uses a swingarm design.The inventor also used a swingarm design for his reverse trike vehicle.As can be seen, all manufacturers utilize a swingarm design for theirrear suspension.

The problem with a rear swingarm is that as the vehicle leans whencornering, the swingarm causes the rear tire to also lean. This lean ofthe vehicle causes the rear tire to have a reduced traction patch incontact with the road during a corner. Achieving a rear swingarm thatcan also pivot about the vehicle centerline is very difficult andcomplicated. One solution to help alleviate this problem is to create anoverly stiff front suspension such that the vehicle does not roll asmuch when cornering. Unfortunately, this solution is not adequate andresults in an overly harsh ride that is not ideal.

This then brings us to the present invention which is shown in FIG. 2.FIG. 2 is another highly simplified side view of a two chain drivetrainconsisting of chains C4 and C5. As can be seen, one of the chains,namely chain three C3 in the prior art, in comparison to FIG. 1 has beeneliminated. The motor output sprocket 111 is fixed and also the reartire no longer moves and is fixed. All of the required tension movementsT4 and T5 are accomplished at the new jackshaft design 110 best shown inFIGS. 3 and 4.

FIG. 3 is a highly simplified top view of the present invention showingpredominantly the drivetrain system. From the engine 38 there is a firstchain C4 that extends to a novel jackshaft design 110 (drivetrainsystem). Then from the jackshaft 112, the second chain C5 extends to therear tire drive sprocket 130. Through this novel design, all of thechain tensioning adjustments T4 and T5 can be accomplished through thejackshaft design 110, 112 as the engine sprocket and rear tire sprocketare now fixed in their location.

It is understood herein that “drivetrain” refers to the system in amotor vehicle which connects the transmission to the drive axle. In manymotorcycle engines, the transmission is part of the motor housing, suchthat a motor output sprocket 111 is presented for attaching to thedrivetrain assembly. Furthermore, as used herein, a universal joint is acoupling or joint that can transmit rotary power by a shaft over a rangeof angles.

FIG. 4 is an enlarged view taken along lines 4-4 from FIG. 3 and showsthe novel jackshaft design 110 of the present invention. There is asplined shaft 112 defining a jackshaft axis 113 that comprises a malesplined shaft portion 114 and a female splined shaft portion 116. Thesplined shaft 112 allows for the male and female portions to extend andshorten relative to each other due to movements of the rest of theassembly. It is possible to eliminate the splined shaft in full, or usea different translatable shaft design, however having a splined shaftmay be beneficial. At one end of the female splined shaft is a firstuniversal joint 118 which is then attached to a first sprocket 120. Thefirst sprocket is rotatably captured such that it can rotate but also bemoved forwards, backwards, and even up and down as needed, which isrepresented as tensioning movement T4. It is noted that the variousbearings and structures to accomplish these movements are not shown butunderstood by those skilled in the art in light of this teaching.Likewise, at the end of the male splined shaft portion there is a seconduniversal joint 122 which is then attached to a second sprocket 124. Thesecond sprocket 124 can also move forward, backwards, and even up anddown as represented by tension movement T5. It is noted that thejackshaft 112 is shown at an exaggerated angle for understanding, but inpractice the smaller the angles the better for the universal joints.

For the first chain C4 to be tensioned appropriately, all that is neededis that the first sprocket is moved at T4. For the second chain C5 to betensioned appropriately, all that is needed is that the second sprocketis moved at T5. This means that each chain can be tensioned withoutaffecting the other chain. Again, the engine driving sprocket 111 andthe rear tire drive sprocket 130 no longer need to adjustably move asthey can be set once and remain set. As can be appreciated, this noveldesign dramatically simplifies the drivetrain assembly which was notpreviously realized nor taught. Another advantage is that less chainsare being used such that chain noise has been reduced due to theelimination of one of the chains. Another advantage is that each chainis longer such that it can cool quicker when in use, as in the prior artdesign shown in FIG. 1 the first chain C1 tends to get very hot duringuse.

Referring to FIG. 2 again, one will notice that the frame 12 alsoextends backwards at 126 where the swingarm used to reside. The frameportion 126 is fixedly attached to the rest of the frame and does notpivot or rotate but instead is part of the vehicle frame. It is nownoted that a gas tank 128 can now be located behind the driver and infront of the rear tire 14.

Skipping now to FIG. 6, this is a highly simplified rear view of thevehicle shown in FIG. 2. There is a tire drive sprocket 130 that wouldbe connected to the second chain C5 not shown. The tire drive sprocket130 would then be connected to a similar jackshaft design 112 taught inFIG. 4 that would be used to drive the rear tire 34. In other words, twouniversal joints and an optional splined shaft assembly is needed tofunction as an axle that drives the rear tire. Now the rear tireassembly can be attached to the frame portion 126 through the use of anupper control arm 132 and a lower control arm 134. Due to the unequaland/or equal lengths of the upper and lower control arms, the rear tirecan now appropriately move up and down and pivot such that as thevehicle hits bumps and leans the tire patch in contact with the groundcan be more properly maintained. It is noted that this design is not asingle swingarm design, but instead has eliminated the swingarm in fullas now the rear tire moves according to the two unequal/equal lengthcontrol arms 132 and 134.

It is understood that the rear suspension need not be strictly limitedto an “A” shape for the A-arm. Rather, any structure such as anH-pattern, U-pattern or the like can be made to allow the rear tire tomove up and down utilizing an upper and a lower control arm (supportstructure). Therefore, the use of the term “A-arm” here and in theclaims is meant to cover all of these variations for control arms andnot be strictly limited to the exact shape of an A-arm.

A push rod 136 can now be used to drive the rear shock/springcombination 106 via a pivot assembly 138 where the shock/springcombination could be mounted to the frame 12 or frame portion 126.Furthermore, removing the shock/spring combination 106 from the unsprungmass of the rear tire assembly also improves handling.

Another advantage of this novel design is that the rear tire can easilybe removed and replaced without having to disassembly any other chainsor vehicle components, unlike the design shown in FIG. 1.

Another advantage of this novel design is that the rear brake assembly(not shown) can be relocated either inside or outside of the frameportion 118 such that the rear brake assembly is also not part of theunsprung mass. For example, the brake disk would be mounted to the axleand the caliper would be supported by the frame portion 126. Again, thishas a positive effect on handling by reducing the unsprung mass.

FIG. 5 is a highly simplified front view of the vehicle shown in FIG. 2.Here, the shock/spring combination 106 has been removed from part of theunsprung mass but instead uses pivots 140 to transfer movements betweenthe control arms and the coil-over shocks. Also shown is an additionalshock 142 that can be connected between the two pivots 140 to reduce thevehicle's tendency to dive under hard braking. Also shown are uppercontrol arms 144 and lower control arms 146 with pushrods 148. Not shownis the anti-rollbar or steering rack and steering components, but isunderstood by those skilled in the art that they would be necessary.

Referring back to FIG. 6, it is also understood that the control armrear suspension system taught herein could be used with a rear mountedengine (internal combustion or electric motor) as well as utilizing achain drivetrain where only one chain would be required in such anarrangement. This is because the engine would be mounted behind thedriver such that a single drive chain would suffice. Therefore, whilenot shown, this teaching is intended and taught to cover such anembodiment.

In all of the prior art, the suspension movement of the rear tire was ina generally up and down manner. This means that as the vehicle leanedinto a corner, the rear tire moved with the frame of the vehicle suchthat its performance in the corner was less than optimal. This is incontrast to the way front tires are normally configured with unequalA-arms such that the as the vehicle leans the tire angle can moveopposite of the vehicle's frame lean to maximize the traction in thecorner. As now shown herein, the inventor has devised a way to lean therear tire as well to optimize traction in a corner.

FIG. 7 is a simplified rear view of another embodiment of the presentinvention focusing on the front suspension, as one is seeing through therear tire. FIG. 8 is the same simplified rear view of the embodiment ofFIG. 7 now focusing on the rear suspension.

Referring to FIG. 7, the upper A-arms (control arms) 144 and lowerA-arms (control arms) 146 are shown. One end of the A-arms are connectedto the wheel's spindle (not shown) while the other end is connected tothe vehicle's frame 12 (not shown). A lever arm 150 is rotatably coupledto the frame 12 (not shown). The lever arm 150 pivots about axis 152. Aslider 154 is attached to the lever arm and can translate up and downthe lever arm 150.

A multitude of pushrods are used to connect the slider 154 to the frontsuspension. Pushrod 156 is pivotably connected to the left lower A-arm146 and to the slider 154. Similarly, pushrod 158 is pivotably connectedto pushrods 159 which in turn is pivotably connected to the right lowerA-arm 146. Pushrod 157 is pivotably connected to the frame 12 at one endand to both pushrods 158 and 159 at the other end. All of these pushrodsare constrained to transfer their movements into slider 154. As thevehicle makes a turn into a corner, the left and right suspension willmove differently such that the lever arm 150 will pivot one way or theother as the slider 154 forces the lever arm to pivot while at the sametime moving up and down the lever arm 150. The slider 154 accounts thedifferential movement of the suspension by being free to slide up anddown the pivot arm. If the front suspension hits a bump equally, bothlower A-arms would pivot up and equally move the slider 154 up whichwould result in no tilt of the lever arm 150.

As stated previously, the lever arm pivots about axis 152. A rod 160 ismechanically connected to the lever arm 150 at axis 152 and extendsbackwards to the rear suspension. This means that the rod 160 can besimilar in nature to the various jackshafts previously described withuniversal joints and splined connections as needed. Rod 160 is quitelong, so one must understand that the rotation of rod 160 can be used tocouple movements of the front suspension into movement of the rearsuspension. To keep the weight of rod 160 to a minimum while stillhaving a high strength, rod 160 would likely be made of a hollow tube ofaluminum, composite, carbon fiber or the like.

While keeping the teaching of FIG. 7 in mind, one turns to FIG. 8 of therear suspension where rod 160 is connected to lever arm 162 along thepivot axis 164. Pivot axis 164 is pivotably connected to the frame 12.This means that as rod 160 rotates, it rotates lever arm 162 so it movesthe top of the lever arm 162 either to the left or the right alongarrows 164. Upper A-arm 132 is pivotably connected to a distal end 165of lever arm 162 such that upper A-arm is then shifted to the left or tothe right along movement 166. As shown the other end of the upper A-armis connected to the wheel spindle 168. As previously taught, the rearwheel sprocket 130 is powered by the second chain which in turns drivesthe rear wheel axle 112 to turn the rear wheel 34 and rim 170.

As can now be appreciated the movement of the front suspension is nowcoupled to movement of the rear suspension, namely by shifting the rearwheel upper control arm (A-arm) to the left or to the right. If thevehicle was to make a right hand turn, the vehicle would pitch to theleft. This means that the left front wheel would pitch clockwise(camber) in relation to the frame as seen in FIGS. 7 and 8 due to theunequal A-arms to therefore help the left tire to bite into the pavementwith the largest tire patch for maximum traction. Likewise, the rod 160would then cause the lever arm 162 to rotate clockwise and also causethe rear tire to pitch clockwise in relation to the frame to maximizetraction of the rear tire. If the vehicle was to make a left hand turn,everything works the same way but in the opposite direction. The reartire is no longer restricted to a pure up and down movement but can nowtilt in camber to maximize traction. This means that not only do thefront tires tilt in camber during a corner, but the rear tire also tiltsin camber during a corner.

FIG. 9 is a very simplified side view of another embodiment of athree-wheeled vehicle 10 previously described now illustrating a novelair brake 200. In the three-wheeled (reverse trike/autocycle) vehicleshown, the driver sits in the centerline of the vehicle. This means thatmuch of the space behind the front tires 26 is unused and available foruse. As shown here, a massive air brake 200 has been created to open inan analogous manner to a deployable and retractable parachute todramatically slow the vehicle during braking. It is intended that therewould be a left and a right air brake 200 to take advantage of the openspace on each side of the vehicle. As shown here, the frame 12 wasextended rearward to support the air brake 200.

There is an upper plate 201 and a lower plate 202. The upper plate 201opens generally upward while the lower plate 202 opens generallydownward. The upper plate and lower plates are pivotably connectedtogether in relation to one another at joint 203. Joint 203 can then bemoved forwards and backwards by an actuator 204. There is an uppersupport rod 205 that is pivotably connected to the upper plate 201 atjoint 208 and to the frame 12 at joint 207. Likewise, there is a lowersupport rod 206 that is pivotably connected to the lower plate 202 atjoint 209 and to the frame 12 at joint 207. The reason for thisconfiguration is that it helps alleviate the load off the actuator 204as the air distribution 210 is better distributed above and below thejoints 208/209 such that the air distribution helps to cancel itself andnot overpower the actuator 204.

Not shown but described herein, it is understood that the same conceptof the air brake system taught herein could be devised where just oneair brake is used and rotated 90 degrees as shown herein and disposeddirectly behind the driver's head but above the rear tire. The air brakewould then open to the left and to the right. Likewise, a similarmechanism at taught herein can be used for this embodiment.

FIG. 10 is a very simplified top view of another embodiment of athree-wheeled vehicle 10 previously described now showing a novelvertical fin 230. The frame 12 of the vehicle is simply depicted as anoutline for simplicity. As previously described, the area behind thetires 26 are open for use. Now, a left vertical fin and a right verticalfin 230 can be pivotably mounted about axis 232. The fin 230 would usean actuator or similar mechanism to pivot about axis 232 when needed,such as when going around a corner.

As shown herein, the left vertical fin is aligned with the direction oftravel such that the air flow 234 simply flows around the fin when goingstraight. It is understood that both the right and the left verticalfins would be aligned straight when the vehicle was traveling straight.Now, if the vehicle wanted to make a severe right hand turn, one can seethat the right vertical fin has been angled to redirect the air flow 234such that it would help pull the vehicle around the right-hand corner.It is also understood to those skilled in the art that both verticalfins would pivot to help the vehicle make a turn, or each fin could movein a slightly different rotation if needed. One advantage of locatingthe fins 230 as shown, is that they align generally with the center ofgravity 236. This means that the fins 230 would help pull the vehiclearound a corner while not affecting the front to rear balance that wasinherent in the vehicle's design.

As can be appreciated by those skilled in the art, a normal four seatsports car could integrate such a vertically disposed fin for increasedcornering but would be harder to package due to space limitations.

It is also understood by those skilled in the art that a two-seaterreverse trike utilizing a side-by-side seating configuration could alsotake advantage of the embodiments of FIGS. 9 and 10 as these are notlimited to a tandem seating arrangement.

The foregoing description of the exemplary embodiments have beenpresented for the purposes of illustration and description. It is notintended to be exhaustive or to limit the invention to the precise formdisclosed. Many modifications and variations are possible in light ofthe above teaching. It is intended that the scope of the invention notbe limited by this detailed description, but rather by the claimsappended hereto and all equivalents there.

What is claimed is:
 1. A three-wheeled vehicle comprising: a frameconfigured for supporting a driver and a plurality of mechanicaldevices, wherein the frame is defined as having a front portion, a rearportion, a vertical cross plane, a right portion, a left portion, and avertical center plane, wherein the front portion is opposite the rearportion and is generally divided by the vertical cross plane, andwherein the right portion is opposite the left portion and is generallydivided by the vertical center plane; a pair of steerable front wheelsrotatably affixed to the frame positioned at opposite sides of the frontportion generally equally separated by the vertical center plane, andwherein the pair of steerable front wheels rotate in both a pair ofrolling axes and a pair of turning axes, wherein the pair of rollingaxes allow the pair of steerable front wheels to roll upon a surfacewherein the surface is substantially perpendicular to both the verticalcenter plane and the vertical cross plane, wherein the pair of rollingaxes are substantially parallel with the surface, and wherein the pairof turning axes are substantially parallel to both the vertical centerplane and the vertical cross plane, wherein the driver is configured tochange direction of the pair of steerable front wheels relative to theorientation of the frame about the pair of turning axes through a driversteering input; a single rear wheel rotatably affixed to the framegenerally centered along the vertical center plane and positioned aboutthe rear portion behind the vertical cross plane, wherein the rear wheelrotates in a rear rolling axis wherein the rear rolling axis issubstantially parallel to the vertical cross plane and substantiallyperpendicular to the vertical center plane, such that the rear wheel canroll upon the surface, wherein the rear wheel is connected to a rearwheel drive sprocket; a motor affixed to the frame generally centeredalong the vertical center plane, the motor having a motor outputsprocket; a driver seat affixed to the frame disposed after the motorand ahead of the rear wheel; and a drivetrain system configured totransmit power from the motor to the rear wheel, the drivetrain systemcomprising: a first drive chain; a second drive chain; a jackshafthaving at one end a first universal joint connected to a first jackshaftsprocket and at an opposite end having a second universal jointconnected to a second jackshaft sprocket; wherein the first drive chainis connected between the motor output sprocket and the first jackshaftsprocket; wherein the second drive chain is connected between the secondjackshaft sprocket and the rear wheel drive sprocket; wherein the firstjackshaft sprocket is rotatably attached to the frame and configured tobe movable away from and towards the motor output sprocket; wherein thesecond jackshaft sprocket is rotatably attached to the frame andconfigured to be movable away from and towards the rear wheel drivesprocket; and wherein the first drive chain and the second drive chainare the only drive chains in the drivetrain system.
 2. The three-wheeledvehicle of claim 1, wherein the jackshaft includes a splined connectionhaving a male spline portion translatable within a female spline portionalong a jackshaft axis.
 3. The three-wheeled vehicle of claim 1, whereinthe rear wheel is rotatably attached to frame by a lower control arm andan upper control arm.
 4. The three-wheeled vehicle of claim 3, wherein arear wheel jackshaft connects the rear wheel to the rear wheel drivesprocket, wherein the rear wheel jackshaft has at one end a rear wheelfirst universal joint connected to the rear wheel and at an opposite endhas a rear wheel second universal joint connected to the rear wheeldrive sprocket.
 5. The three-wheeled vehicle of claim 4, wherein therear wheel jackshaft includes a rear wheel splined connection having arear wheel male spline portion translatable within a rear wheel femalespline portion along a rear wheel jackshaft axis.
 6. The three-wheeledvehicle of claim 5, wherein a spring and shock are mechanicallyconnected between one of the lower or upper control arms and the frame.7. The three-wheeled vehicle of claim 6, including a pushrodmechanically connecting the lower control arm to the spring and shock.8. The three-wheeled vehicle of claim 3, wherein a lever arm ispivotably connected to the frame about a pivot axis, wherein a distalend of the lever arm is connected to one end of the upper control armand another end of the upper control arm is pivotably connected to arear wheel spindle.
 9. The three-wheeled vehicle of claim 8, wherein arod is mechanically connected to the lever arm about the pivot axis andmechanically connected at another end to a front suspension of thethree-wheeled vehicle.
 10. A three-wheeled vehicle comprising: a frameconfigured for supporting a driver and a plurality of mechanicaldevices, wherein the frame is defined as having a front portion, a rearportion, a vertical cross plane, a right portion, a left portion, and avertical center plane, wherein the front portion is opposite the rearportion and is generally divided by the vertical cross plane, andwherein the right portion is opposite the left portion and is generallydivided by the vertical center plane; a pair of steerable front wheelsrotatably affixed to the frame positioned at opposite sides of the frontportion generally equally separated by the vertical center plane, andwherein the pair of steerable front wheels rotate in both a pair ofrolling axes and a pair of turning axes, wherein the pair of rollingaxes allow the pair of steerable front wheels to roll upon a surfacewherein the surface is substantially perpendicular to both the verticalcenter plane and the vertical cross plane, wherein the pair of rollingaxes are substantially parallel with the surface, and wherein the pairof turning axes are substantially parallel to both the vertical centerplane and the vertical cross plane, wherein the driver is configured tochange direction of the pair of steerable front wheels relative to theorientation of the frame about the pair of turning axes through a driversteering input; a single rear wheel rotatably attached to a rear wheelspindle which is attached to the frame by a lower control arm and anupper control arm, wherein the rear wheel is centered along the verticalcenter plane and positioned about the rear portion behind the verticalcross plane, wherein the rear wheel rotates in a rear rolling axiswherein the rear rolling axis is substantially parallel to the verticalcross plane and substantially perpendicular to the vertical centerplane, such that the rear wheel can roll upon the surface, wherein therear wheel is connected to a rear wheel drive sprocket; a motor affixedto the frame generally centered along the vertical center plane, themotor having a motor output sprocket; a drivetrain system configured totransmit power from the motor to the rear wheel, the drivetrain systemcomprising: a first drive chain; a second drive chain; a jackshafthaving at one end a first universal joint connected to a first jackshaftsprocket and at an opposite end having a second universal jointconnected to a second jackshaft sprocket; wherein the first drive chainis connected between the motor output sprocket and the first jackshaftsprocket; wherein the second drive chain is connected between the secondjackshaft sprocket and the rear wheel drive sprocket; wherein the firstjackshaft sprocket is rotatably attached to the frame and configured tobe movable away from and towards the motor output sprocket; wherein thesecond jackshaft sprocket is rotatably attached to the frame andconfigured to be movable away from and towards the rear wheel drivesprocket; wherein the first drive chain and the second drive chain arethe only drive chains in the drivetrain system; and a rear wheeljackshaft connecting the rear wheel to the rear wheel drive sprocket,wherein the rear wheel jackshaft has at one end a rear wheel firstuniversal joint connected to the rear wheel and at an opposite end has arear wheel second universal joint connected to the rear wheel drivesprocket.